Safety control system for apps in vehicles

ABSTRACT

According to one aspect of one embodiment of the present invention, a safety control system for using applications in vehicles, includes, a communication device having at least one of an input accessible from within the vehicle and an output communicated within the vehicle, at least one sensor operable to sense at least one condition related to vehicle operation, and data about distraction features of a running application, to and a controller communicated with the sensor and the communication device to selectively suppress at least one of said input and said output in response to a sensed parameter of said at least one condition being outside of a threshold. When an input is suppressed, the driver is prevented from accessing or inputting information into the communication device. When an output is suppressed, communication between the device and the driver of a vehicle is suppressed to, among other things, avoid distracting the driver during certain driving situations or conditions relating to the driver, vehicle and/or environment.

REFERENCE TO CO-PENDING APPLICATIONS

The present application is a continuation of U.S. patent applicationSer. No. 15/352,206 filed Nov. 11, 2016, which is a continuation of U.S.patent application Ser. No. 14/661,598 filed Mar. 18, 2015, which claimsthe benefit of an priority from U.S. patent application Ser. No.13/663,085, filed Oct. 29, 2012, which claims the benefit of an priorityfrom U.S. patent application Ser. No. 10/383,708, filed May 4, 2004,which claims the benefit of a priority from Ser. No. 10/287,299, filedNov. 4, 2002, which claims the benefit of a priority from U.S. patentapplication Ser. No. 10/279,447, filed Oct. 24, 2002, ProvisionalApplication No. 60/336,293 filed Oct. 24, 2001, and ProvisionalApplication No. 60/390,877 filed Jun. 21, 2002, the contents of whichare incorporated herein by reference.

FIELD

The present invention relates to the field of telematics, namely to thefield of integrating information, communication, computing andentertainment technologies into vehicles for civilian or military use.The invention particularly relates to safety control systems forvehicles to reduce driver distraction, avoiding potentially dangerousconditions tending to produce accidents.

BACKGROUND

One potentially dangerous condition is the use of a vehicle telephone bythe vehicle driver while driving the vehicle. The use of telematics ingeneral and particularly cellular telephones by drivers while drivinghas been found to increase the possibility of an accident since such atelephone not only diverts the driver's attention from driving, but alsogenerally requires the use of at least one of the driver's hands anddistract the driver's eyes from the road and traffic. In fact, manystates and countries have enacted legislation requiring that telephonesused in vehicles by drivers while driving must be of the “hands free”type and usually telematics equipment carries a warning to educate anddiscourage the driver about the risk of using these devices whiledriving. However, such legislation is difficult to enforce and educationis not usually effective in assuring driver compliance. Moreover, evenwhere the vehicle is equipped with a “hands free” telephone, driversnevertheless still frequently use one hand for holding or dialing thetelephone. When one hand is occupied by holding a telephone, the dangerof causing an accident in an emergency situation is increased because ofthe additional reaction time required to properly grip the steeringwheel with both hands. Similar danger exists when the driver attempts tocontrol audio and video equipment, e.g. Radio, Music CD, DVD, Books ontape etc., or when the driver attempts to change environmental controlslike adjusting the heat or air conditioning, or other vehicle settings.

There are other potentially dangerous conditions and inherent risks indriving that depends on the driving act itself, such as rapidlyaccelerating or decelerating, excessive maneuvering, merging to orexiting a freeway, passing, changing lanes, changing gears, depressingthe clutch, driving at high speed, negotiating a turn, braking,reverse-driving, or a stress condition on the part of the driver, thatcould increase the possibility of an accident should the driver bedistracted by activation of the telephone or other signal or device.This inherent risk is also dependent on the driving purpose as well, forexample, the risk in driving a police cruiser is inherently riskier thenin driving a sedan, and driving a delivery van has different risk thandriving the family van.

Herbert et al., U.S. Pat. No. 6,188,315 and Brown, U.S. Pat. No.6,353,778, disclose systems for avoiding preset potentially dangerousconditions while operating a vehicle having a vehicle telephone, but thesystems described in those patents are of relatively limitedapplication, and do not provide for avoiding dangerous conditions or tomanaging risk and individualizing the warnings to individual drivingskills or application and to combinations of events and environmentalconditions.

SUMMARY

An object of at least some presently preferred embodiments of thepresent invention is to provide a safety control system for vehiclestending to reduce the possibility of accidents in one or more of theabove respects. Another object of at least some presently preferredembodiments of the invention is to provide a method of reducing oravoiding driver distraction during potentially dangerous conditionsencountered while operating a vehicle.

According to one aspect of one embodiment of the present invention, asafety control system for vehicles, includes, a communication devicehaving at least one of an input accessible from within the vehicle andan output communicated within the vehicle, at least one sensor operableto sense at least one condition related to vehicle operation, and acontroller communicated with the sensor and the communication device toselectively suppress at least one of said input and said output inresponse to a sensed parameter of said at least one condition beingoutside of a threshold. When an input is suppressed, the driver isprevented from accessing or inputting information into the communicationdevice. When an output is suppressed, communication between the deviceand the driver of a vehicle is suppressed to, among other things, avoiddistracting the driver during certain driving situations or conditions.

According to one aspect of one embodiment of the present invention,there is provided a safety control system for vehicles including atelephone or other input or output device and one or more sensors forsensing instantaneous driver stimuli and/or a potentially dangerouscondition and for automatically disabling or suppressing the telephoneor other input or output device when sensing such stimuli and condition.In one form, the sensors include two sensors mounted on a steeringmember to provide an indication of the presence of the driver's hands onthe vehicle steering member, and effective to suspend use of thetelephone or other input/output device when the two hands of the driverare not sensed as present on the steering member while the vehicle is inmotion. This system is modular, dynamic, interactive, and adaptive toeach individualized user. In one implementation, the invention employs amethod for automated machine prioritizing to provide assistance to theto driver and optimize the functionality of telematics featuresaccessibility by arranging them according to a user's needs andpreferences based on usage frequency of individual features and/orapplication or as customized individually by the user preferences,skills and events. In another embodiment, sensors on a steering memberare used to measure changes in driver physiology. Other methods can beused for sensing driver physiology, e.g. via infrared detection, cameraand image/color recognition etc.

Smart Speaker: Incoming calls are routed to a speaker that reflects andbounce sounds of front windshield at driver Look Ahead, Eye Level. Orsimulate such action so that a driver focuses or has his/her attentiondirected toward the windshield just like he would do if he is carrying aconversation with another person.

According to further aspects in the described preferred embodiment, thesteering member is a steering wheel, and the sensors include two sensorson opposite sides of the steering wheel located to sense the presence ofthe driver's hands on the steering wheel. Preferably, the two sensorsare located approximately on or between the “two” and “ten” and the“three” and “nine” clock positions of the steering wheel.

It will thus be seen that such a system, requiring both hands to be onthe steering wheel in order for the driver to operate the input/outputdevices, not only requires the vehicle to be equipped with a “handsfree” interface for the input/output devices, or a system that can beused as such with an adapter or when docked to the system gateway, butalso enforces the use of the “hands free” feature by sensing that thedriver actually has both hands placed on the steering member before theinput/output devices can be operated accessed or displayed to thedriver. Disabling the operation of the device would preferably includenot only disabling making outgoing and receiving incoming telephonecalls, but also disabling the signal (typically audible tones,vibrations, or visible light) of an incoming call, fax, e-mail, thedisplay of non-urgent vehicle status or warning indicators, since suchsignals, indicators or displays can distract the driver. Suchdistractions are problematic at times and conditions wherein operationof the vehicle requires more than usual driver attention andinteraction, or when other distractions are already present for thedriver.

According to further features in the described preferred embodiment, thevehicle may also include a computer or the driver may also use aportable multi-function telematics device in the vehicle allowing accessto the Internet or other network for transmitting and/or receiving faxesor e-mail or browsing the web or accessing a WAN, with the sensors alsodisabling driver initiated access to such devices when the two hands ofthe driver are not sensed on the steering member while the vehicle is inmotion.

In most cases, the steering member would be a steering wheel aspresently included in conventional vehicles. However, in certainapplications the steering member could be a joystick, or other type ofsteering member. In such case, the sensors are placed in areas a driveris recommended or required to grip the steering member to safely controlthe vehicle.

According to further optional features in the preferred embodiment ofthe invention described below, the sensors may further include devicesfor sensing vehicle acceleration, deceleration, merging onto or exitinga freeway, passing, changing lanes, changing gears, depressing theclutch, a reverse-drive condition of the vehicle, the braking of thevehicle, the undue proximity of the vehicle to another vehicle,excessive maneuvering, and/or an unduly high velocity of the vehicle,any one of which conditions, or combination of conditions, may also beeffective to disable the operation of the telephone, computer, or otherpotentially distracting equipment, display or indicator within thevehicle.

According to still further optional features in the preferred embodimentof the invention described below, at least one of the sensors on thesteering member also senses a physiological condition of the driver anddisables the input/output devices when a predetermined physiologicalcondition is sensed. For example, the physiological conditions sensedcould be a predetermined gripping force applied by a hand of the driverwhile gripping the steering wheel, or a predetermined pulse rate,temperature, blood pressure, blood oxygen level, and/or skinconductivity of the driver. Such physiological conditions may indicate astress condition of the driver and, when sensed, can lead to disablingor suppressing operation of the input/output devices to avoidaggravating the stressed condition.

The system may also sense a drowsiness condition of the vehicleoperator. For example, the system may include a steering directionsensor that actuates a drowsiness alarm when sensing a failure to changethe steering direction within a predetermined time, distance intervalwhile accounting for vehicle speed in indicating a possible drowsinesscondition in the driver. Additionally, such sensor when monitored withrespect to changes over time will indicate jerk reaction, whichindicates that the driver was not paying attention and the system willtemporarily suspend all telematics to give the driver a chance torecover. Another application for such a sensor is the monitoring of anOFF Zero angle for an extended period of time/distance which canindicate a blind curve or hard curve, and again, here the system willtemporarily suspend the telematics and/or input/output devices frominteracting with the driver, and vice versa, until normal drivingfunctions are restored.

According to another aspect of the present invention, there is provideda method of avoiding potentially dangerous conditions while operating avehicle having an input/output device and a steering mechanism includinga steering member to be manipulated by the driver, comprising: providingthe steering member with two sensors for sensing the presence on thesteering member of the two hands of the driver; and disabling theinput/output device when the two sensors fail to sense the presence onthe steering member of both hands of the driver while the vehicle is inmotion.

According to further features in the described preferred embodiment, theinput/output devices may also be disabled when the vehicle is travelingin the reverse direction, or is being braked, or is within apredetermined proximity of another vehicle, or is traveling at a highvelocity, accelerating, decelerating, merging onto or exiting a freeway,passing, changing lanes, changing gears, depressing the clutch, or adriver is occupied using other accessories in the vehicle or otherwisedistracted. Since a high degree of attention of the driver is requiredunder all the foregoing conditions, operation of the vehicle telephone,for example, even the ringing signal of an incoming telephone call,could be highly distracting to the driver and is therefore disabled toavoid the possibility of increasing the risk of an accident.

To assure that the driver and the vehicle as well as on boardcommunication devices as described above are working harmoniouslytogether, one presently preferred embodiment of the system includes thefollowing:

-   -   The Driving Systems, (Man, Machine, Environment, Regulation, and        History)    -   Man: the driver, the passengers, the pedestrians, society;    -   Machine: the car, the telematics, the infrastructure;    -   Environment: the driving environment (in the car and outside the        car and the infrastructure used)    -   History: the personal driving experience, the equipment        maintenance history    -   Regulation: the existing laws and common safe driving etiquette        into, society and the infrastructure regulation.

All of these elements will be harmonized by the system as it isolatesthe drivers from non driving related distractions and helps them complywith driving related laws and etiquette via reminders and passiveassistance.

Further features and advantages of at least some of the embodiments orimplementations of the invention will be apparent from the descriptionbelow.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other objects, features and advantages of the presentinvention will be apparent from the following detailed description ofthe preferred embodiments and best mode, appended claims andaccompanying drawings in which:

FIG. 1 schematically illustrates one form of a safety control system forvehicles constructed in accordance with the present invention;

FIG. 2 is an enlarged view illustrating the steering wheel in thevehicle of FIG. 1 and the sensors mounted thereon;

FIG. 3 is a block diagram illustrating the main components in the systemof FIG. 1;

FIG. 4 is a flowchart illustrating the operation of the system of FIG.1; and

FIGS. 5A and 5B show a block diagram illustrating the nature and theflow of signals and algorithms used in one presently preferredembodiment of the system of the present invention.

FIG. 6 is a diagram illustrating steering wheel with all sensorsdescribed.

FIGS. 7A, 7B and 7C are schematic diagrams illustrating various gesturecapture sensors described.

DESCRIPTION

FIG. 1 schematically illustrates a vehicle, generally designated 2,equipped with a control system for sensing a variety of risk factors andpotentially dangerous conditions and for automatically executing variousresponses when sensing such conditions in order to avoid hazardoussituations tending to increase the possibility of an accident. Oneresponse is the disabling or suppression of one or more input or outputdevices to avoid interaction between the devices and the driver incertain situations and conditions. Another response includes providing asignal to or requiring the driver to take some action to increase driveralertness and/or awareness.

One example of a hazardous situation avoided by the control systemillustrated in FIG. 1 is the use of the vehicle telephone in certainsituations wherein a making of a telephone call by the vehicle driver,or the receiving of an incoming call, particularly the ringing of such acall, may distract the driver and increase the possibility of anaccident when the driver is in a high-risk driving situation. Similarincreased risk can result from the driver changing vehicle controls liketemperature settings, or interacting (e.g. inputting or receivingoutput) with other telematics such as e-mail, radio, CD, DVD, navigationsystem, incoming page or the like. In such cases, the vehicle telephone,other telematics and/or other input/output devices are suppressed and noincoming or outgoing signals are allowed to distract the driver. In casethe driver is the party initiating the telematics, a visual indicatorand audio feedback can be activated to indicate to the driver thattelematics is disabled, supply reason therefore, and even recommenddriving modification to enable telematics. Another condition sensed bythe system is undue stress in the driver, as indicated by the sensedpulse rate, temperature, blood pressure, skin conductivity (e.g.perspiration), loud voice(s) or stressful sounds in the cabin, such asbaby crying, dog barking etc., any combination of one or more of whichconditions would also disable incoming telematics. A further conditionsensed by the system is the possibility of drowsiness on the part of thedriver, in which case an audio alarm would be activated to alert thedriver to this condition. Examples without limitation of other alarms toovercome driver drowsiness include vibration in the seat, changing HVACtemperature settings and blower speed to extremes, change of seatposition, radio volume or station, CD-track etc. The system will restoreoperation of the input/output devices when conditions are normalized andwill notify driver of all missed activities.

Vehicle 2 illustrated in FIG. 1 is a conventional vehicle including asteering mechanism, generally designated 3, having a steering wheel 4, apropulsion device such as a motor or engine 5 for driving the vehiclevia a transmission or other torque converting means schematicallyindicated 6, an acceleration pedal 7, and a braking pedal 8 forcontrolling the vehicle. Vehicle 2 further includes one or more visualindicator and audio alarms 9, e.g. mounted within the forward-look aheadviewing or hearing by the driver.

FIG. 1 further schematically illustrates a cellular telephone 10 withinthe vehicle, and a computer 11 or other multifunction telematic deviceallowing access to the Internet for transmitting and/or receiving faxesor e-mail, WAN and Web access, or other input/output device. Otherinput/output devices include vehicle fault/warning lights (battery,temperature, washer fluid, etc.) or other signal or alarm (open door,low fuel level, seat belt monitor, etc.). Vehicle 2 illustrated in FIG.1 may also include many other components conventionally provided onvehicles at the present time or to be provided in the future.

The safety control system included in vehicle 2 illustrated in FIG. 1includes a plurality of sensors for sensing various conditions withrespect to the vehicle driver, the vehicle itself and/or theenvironment. These signals are collected via direct tapping to existingor added sensors or via vehicle bus and user specified values. Theseinclude sensors S1 and S2 in FIGS. 2, 7A, 7B, 7C applied to the steeringwheel 4 of the vehicle; sensor S3 applied to the steering mechanism 3 ofthe vehicle to sense changes in the steering direction and/or actuationof the turning indicator. The turning signal indicator switch/lever canalso act as a blind spot collision avoidance actuator. When a driveractuates the turn signal indicator by moving the turning signal lever inadvance of making a turn, subsequent momentary pull up or momentary pushdown on the lever will move the corresponding mirror further out to scanthe vehicle blind spot.

Other sensors may include sensor S4 sensing the condition of the gaspedal 7 and/or vehicle speed or acceleration; sensor S5 sensing thecondition of the braking pedal 8; and sensor S6 sensing the condition ofthe transmission or other type torque converter 6.

Also schematically illustrated in FIG. 1 are sensors S7 and S8 carriedto sense the proximity of the vehicle with respect to another vehicle;sensor S9 sensing darkness or alternatively sensing the activation ofthe headlight; and sensor S10 sensing weather conditions rain, sleet,snow, ice, temperature and/or sensing the activation of the front orrear wipers or headlight wipers.

As will be described more particularly below, the foregoing sensors (orsignals) are generally effective only when the vehicle is moving tosense their respective conditions and to execute certain controlfunctions in order to decrease the possibility of an accident. Oneimportant control function is to disable an incoming call from ringingthe telephone 10, and the computer or other telematics portable or builtin 11 from accessing the Internet or announcing incoming signals, e.g.page, e-mail etc., and to indicate same by actuating a visual indicatorand an audio feedback if a driver attempts to initiate telematics duringan unsafe or a high risk condition, and may direct a driver toalternative driving habit to gain access to telematics. The system mayalso suppress delivery of unnecessary external signals such as certainvehicle warning lights or alarms, the system will restore function ofthe input/output devices when conditions are normalized and will notifydriver of all missed activities. In some cases, such as where adrowsiness condition is sensed, an audio alarm 9 is actuated. Otherpossible alarms to overcome driver drowsiness would include vibration inthe seat, changing HVAC temperature settings and blower speed toextremes, etc.

FIG. 2 more particularly illustrates the sensors S1, S2 and in FIGS. 2,7A, 7B, 7C mounted on the steering wheel 4. As shown in FIG. 2, the twosensors are mounted on or between the “two” and “ten” and the “three”and “nine” clock positions of the steering wheel 4; the “two” and “ten”positions are considered to be the most preferred ones for the two handsof the driver in order to manipulate the steering wheel, but otherpositions could be employed, such as “nine and fifteen”, which providemore clearance for activated airbags. The two sensors S1, S2 in FIGS. 1,6, 7A, 7B, 7C thus sense the proper positioning of the two hands of thedriver on the steering wheel 4.

The two sensors S1, S2, which may be attached to or embedded in thesteering wheel, may be simple electrical switches that are actuated bythe respective hand of the driver when properly placed on the steeringwheel.

Preferably, however, one or both of the sensors S1, S2 or other sensorsare also capable of sensing a physiological condition of the driver FIG.6, such as the gripping force FIG. 6, applied by the drivers hand, orthe pulse rate FIG. 6, blood pressure FIG. 6, blood oxygen level FIG. 6,temperature FIG. 6, and/or electrical skin conductivity FIG. 6 of thedriver's hand while gripping the steering wheel. For example, sensor S1FIG. 6, could include a transducer for converting pressure to anelectrical signal FIG. 6, such as a spring-type FIG. 6, carbon-typetransducer FIG. 6, optical type FIG. 6, or semiconductor type FIG. 6.Sensor S2 could include one or more transducers, such as known in fingerprobes FIG. 6 for sensing pulse rate, temperature FIG. 6, and/orelectrical skin conductivity FIG. 6, and for outputting an electricalsignal corresponding to the magnitude of the sensed condition, asdescribed for example in U.S. Pat. Nos. 6,319,205; 5,438,986; 5,065,749;4,860,759; 6,415,176 or 5,897,505, the contents of which areincorporated herein by reference.

As will be described more particularly below, sensors S1 and S2, FIGS.2, 6, thus sense that both driver's hands are present on both sides ofthe steering wheel 4 to enable operation of the telephone 10 and thecomputer 11 or similar multi-function or standalone telematics or otherdevices. Thus, the telephone 10 can be permitting “hands free operation”or a telephone/telematics system that can be used as such with anadapter or when docked to the system gateway, as required by-many lawsto avoid accidents, but also the driver is permitted to use thetelephone only in a “hands free” manner, thereby precluding the driverfrom gripping a telephone to operate it even though the telephone or thetelematics system may have a “hands free” capability. While thepresently preferred implementation requires actuation of both sensors S1and S2, the system could be modified to permit use with only one sensor.This will permit use by drivers having only one hand. Requiring presenceof at least one hand on the steering member 3 reduces the likelihood ofunintended system activation such as may occur, for example, with voiceactivated systems that can be activated by any sound within a givenrange or frequency.

In addition, by providing sensor S1 and/or sensor S2, with thecapability of sensing a physiological condition FIG. 6, of the driverwhile gripping the steering wheel, other conditions can be sensed todisable the telephone for further reducing the possibility of anaccident. For example, the gripping force applied by one or both handsof the driver may indicate a stress condition of the driver. A stressedcondition may be also indicated by the sensed pulse rate FIG. 6,temperature FIG. 6, and/or electrical skin conductivity FIG. 6, (thelatter indicating perspiration) of the driver. If a stress condition issensed, the telephone 10 is disabled so as to decrease the possibilitythat the ringing noise of an incoming telephone call will so distractthe stressed driver as to create a hazardous condition, or that themaking of an outgoing call by the driver will be so distracting to thestressed driver as to create a hazardous condition. Whereas as a matterof standard all alarms are designed to attract attention, e.g. buzzers,ringers, flashing lights, etc., all of these alarms are muted by thegateway and the gateway will communicate all alarms and notification tothe driver via driver selected method, e.g. visual, audio or both.

The provision of a grip sensor FIG. 6, on the steering wheel alsoenables the system to sense drowsiness or dozing of the driver, as inU.S. Pat. No. 4,485,375, incorporated herein by reference. Thus, if thegripping force sensed by sensor S1 and/or sensor S2, FIG. 6, drops whilethe vehicle is in motion, this could indicate a drowsiness condition. Ifsuch a condition is sensed, the audio alarm 9, which may be a separatealarm or a radio volume control or hvac blower and temperature control,or alternatively a vibrator, may be activated, together with a visualindicator in an attempt to arouse the driver and to alert the driver tothe drowsiness condition. When drowsiness is sensed, the telephone 10would not be disabled since the ringing of an incoming call may befurther effective to arouse the driver. Other alarms to overcome driverdrowsiness would include vibration in the seat, changing HVACtemperature settings and/or blower speed to extremes, etc.

The sensors S1 and S2 FIG. 2, 6 are preferably located at the teno'clock and two o'clock positions but may be alternatively located inother positions such as the nine o'clock and three o'clock positions.The mechanisms of the switch include, by way of examples withoutlimitation, mechanical FIG. 6, optical FIG. 6, or resistive sensors FIG.6, or switches FIG. 6, a jog dial FIG. 7C or switch (e.g. of the typethat can be rotated to scroll amongst choices and depressed to select achoice FIG. 7B), slide switch and a rocker switch FIG. 7A. The sensorscan be arranged to be actuated either in the thumbs-up position or thethumbs-down position. The sensors are tested for integrity by themicroprocessor 20 during start up and are designed to reduce thelikelihood of accidental activation. Preferably, the integrity checkdetermines if the switches can be activated and deactivated to ensurethat the switches are not stuck in one state. The switches may becomestuck unintentionally, or may be purposefully placed in the activatedstate to override the safety switches and permit actuation of thecontrol system without having one or both hands present on the steeringmember. The detection of failed switches will cause the microprocessorto block operation of the system. Hence, the integrity check prevents auser from effectively overriding the safety switches to ensure that useof the control system occurs only when the drivers hand or hands arepresent on the steering member 3.

Sensor S3 is coupled to the steering mechanism 3 so as to sense changesin the steering direction. For example, an alert driver constantly makesminor changes in the steering direction automatically, but not so withrespect to a drowsy or dozing driver. Accordingly, if sensor S3 fails tosense a change in the steering direction within a predetermined timeinterval, this would indicate a possible drowsiness condition in thedriver, and therefore the audio alarm 9 would be activated in an attemptto arouse the driver and alert him to that condition.

Sensor S4 senses the depression of the gas pedal 7, and/or vehicle speedor acceleration sensor S5 senses the depression of the brake pedal 8,and sensor S6 senses the condition of the transmission 6 and/or also thevelocity of the vehicle. For example, if the transmission is in reversegear, the driver should not be distracted by receiving or making atelephone call, or by other devices or signals and therefore thesethings should be disabled. If desired, the same could apply in any gearother than the normal drive gear. Also, if the vehicle is moving at arelatively high velocity, is rapidly accelerating a decelerating, isengaged in turning or otherwise rapidly maneuvering, such that anyunnecessary distraction of the driver should be avoided, the devices andsignals could likewise be disabled.

Sensor S7 mounted at the front of the vehicle senses its proximity to avehicle ahead of it; sensor S8 mounted at the rear of the vehicle sensesthe proximity of a vehicle behind it; sensor S9 senses the darknesslevel of the road on which the vehicle is traveling (e.g., whether dayor night, whether the road is brightly illuminated); sensor S10 senses arain condition; and sensor S11 senses whether either of the turnindicators of the vehicle is operating to signal for a turn or a changeof lanes.

The conditions sensed by sensors S7-S11 are also such that a hazard maybe produced if, during the existence of such a condition, the fullattention of the driver would be diverted by the ringing of thetelephone or by the use of the telephone for making an outgoing call.Accordingly, under such conditions, the telephone 10 is disabled fromoperation. Similarly, the computer 11, if present, is disabled fromoperation to preclude access to the Internet for transmitting and/orreceiving faxes or e-mail, which could also result in a similardistraction increasing the possibility of causing an accident. Andfurther, other devices, including telematic devices, vehicle signals oralarms, and the like can be suppressed or disabled to avoid or limitdistractions to the driver under certain conditions.

FIG. 3 is a block diagram schematically illustrating a microprocessor,generally designated 20, included in the vehicle safety control systemof FIG. 1, together with its inputs schematically indicated by blocks21-33, and the outputs schematically indicated by blocks 41-45.

Thus, as shown in FIG. 3, microprocessor 20 includes inputs 21 and 22from the steering wheel sensors S1, S2, to indicate whether driver'shands are on the steering wheel.

Microprocessor 20 further includes an input 23 indicating the grippingforce applied by one or both of the hands to the sensors S1, S2, and aninput 24, also from one or both of the sensors S1, S2, indicating theheart pulse rate, skin conductivity, temperature, blood pressure, bloodoxygen level, and/or other physiological condition of the driver havinga bearing on proneness of the driver to accidents or instantaneousdriver stress level or general physical well-being. As indicatedearlier, these inputs indicate particularly whether the driver is in astressed condition, drowsy, or in an alternate embodiment, when anoptional breath alcohol sensor is activated. In addition to or in placeof the sensors S1 and S2, the physiological conditions can be monitoredby other sensors mounted elsewhere in the vehicle including on otherlocations or the entire surface area of the steering wheel. Thesesensors may be actuated by direct contact with the driver, or by infrared (for example, to sense increased body temperature and the like), orcamera (for example, to sense increased driver agitation, flushed facialappearance, by way of examples without limitation).

Another input into microprocessor 20 is from the steering directionsensor S3, as indicated by block 25. This input is helpful in indicatingthe alertness of the driver, particularly whether the driver may be in adrowsy or even a dozing state, which would be indicated if this inputshows no change in the steering direction within a predetermined periodof time. The sensor S3 can also determine rate of change of steeringdirection, and can provide information used to suppress driverdistraction signals when the vehicle is turning sharply, negotiating along curve that may be blind or of limited sight distance, or during aslalom maneuver.

Another input to the microprocessor would be from a sensor associatedwith the vehicle cup holder to indicate when a cup which was initiallydisposed in the holder has been removed, as for drinking. The sensormight include a weight indicator to determine whether the cup was emptywhen lifted or a temperature sensor to sense heated beverages. Thissensor may also sense food on a food tray or elsewhere in the vehicle.

Further inputs into microprocessor 20 include signals from the gas pedalsensor S4 to indicate high acceleration (block 26); the braking pedalsensor S5 to indicate braking (block 27); the transmission sensor S6 toindicate high vehicle speed or reverse drive (block 28); the proximitysensors S7, S8 at the opposite ends of the vehicle to indicate theproximity of the vehicle to other vehicles (block 29); the darknesssensor S9 (block 30); the weather sensor S10 (block 31); andturn-indicator sensors S11 (block 32), and other sensors such as vehiclespeed.

FIG. 3 illustrates a further input from navigation software (block 33)with which the vehicle may be equipped in order to assist the driver innavigating the vehicle to various desired locations. For example, thenavigation software could be pre-programmed to output a signal tomicroprocessor 20 at certain locations, such as at heavily-traffickedroads, intersections, bridges, tunnels, etc., where the fullconcentration of the driver is sufficiently critical to avoiddistractions as may be caused by a telephone call or other communicationto or initiated from the driver. The system could also provide an alarmto the driver indicating an approaching obstacle or condition that willrequire the driver's attention, including sharp turns, traffic-jams,intersections, bridges, tunnels, railroad crossings, school zones,traffic lights, construction zones, etc. Such locations could also beprogrammed by the driver by inputting a place mark when such an obstacleor condition is encountered as a reminder to the driver the next timethat obstacle or condition is approaching or encountered. Place markscan be automatically applied by the system when certain thresholdconditions are met, for example without limitation, unusual steering orswerving, hard braking or deceleration, and the like. Such place markscan be indicative of “near misses” and may represent areas or locationswhere the driver needs added caution. Any of the place marks can beincorporated or ignored by the driver as they are made, or at any timethereafter, according to the preferences or profile of the driver. Thedriver can also set as a preference what criteria the system uses forautomatic place marks, or if such place marks are generated at all.

It will be appreciated that other sensors could be provided as inputsinto microprocessor 20 wherein similar conditions may occur, either onthe part of the driver, the vehicle, and/or the environment, in which,for purposes of safety, external distractions are to be avoided such asmay be caused by making or receiving a telephone call, or being alertedby a vehicle signal or alarm, or by any other input/output device.

In the preferred embodiment of the invention, the microprocessor 20,among other functions, acts as a “state machine” to define, arrange andprioritize features and functionalities of the system. In otherapplications this function can be performed by standalone whichinterconnects with a microprocessor 20. The state machine aspect of themicroprocessor may make telematic control decisions on a variety ofcriteria such as: (a) the frequency of use of the application, thefrequency in which a number, e-mail or URL is contacted; (b) based onsafety/urgency priorities, e.g. cruise or CD changer, cell messages orother telematics, or music played on the radio; (c) as preset by theoperator; (d) optionally, based on other collected information from thedriving system, the microprocessor will initiate calls at predeterminedtimes out of voice mail as, for example, when the driver completesbacking out of a driveway and begins a trip. More frequently usedapplications can be placed higher in the order of applications thanothers so they can be more quickly and easily accessed, thereby reducingdriver involvement in selecting and activating such applications.Further, active applications or most recently used applications can beplaced higher in the order of applications so that they can be morequickly and easily accessed. And priority can be given to drivingrelated features or controls over convenience or communication basedcontrols. For example without limitation, if the vehicle cruise controlsystem is active, the first application made available to the driverupon actuation of the control system is preferably the cruise control sothat the driver can make any changes to the current cruise controlsettings, preferably by toggling through and selecting variousoptions/features/settings with the safety switches on the steeringwheel. Similarly, if an incoming telematic communication is announced bythe system and the system determines it safe to inform driver of suchcommunication, such communication is immediately available for thedriver, even if such communication is normally low on the driverpriority level.

The user provides signals to the state machine to block features orincoming telematics based on ID, location of phone numbers, e-mailaddresses or URL. The blocked or stored telematics will be announced tothe driver or stored for use in controlling the system in the future.

The state machine employs an assessment of the incoming calls and placesthem in categories such as: (a) likely and/or known to cause distractionand accidents; (b) likely but not known to cause distraction andaccidents; (c) may cause distraction or accidents; (d) not likely andnot known to cause distraction and accidents. These categories will beused to determine the effect of the incoming signals on the telematicsystem in accordance with the following Table 1:

TABLE 1 Device/Feature assessment. Copyright © 1982-2002 Applikompt,Applied Computer Technologies, Inc. Categories Rank Effect A B C D 1Likely AND/OR Known to cause X ? ? ? distraction AND accidents 2 LikelyBUT NOT Known to cause ? X ? ? distraction AND accidents 3 May Causedistraction or accident ? ? X ? 4 NOT Likely AND NOT Known to cause ? ?? X distraction AND Accident Application usage Assessment Copyright ©1987-2002 01—clearly 1a—Important for safe driving Class A separatingwhat's: 1a.1—Subject Vehicle Class A-S 1a.2—Other Vehicles Class A-O1b—Important to drivers Class B 1c—“Nice to Have” for drivers Class C1d—“Important/Nice to Have” Class D for passengers User interfacerequirement Assessment Copyright © 1987-2002 02—Assuring driver intentClass A 03: Simplicity Class A 04: Accessibility Class A 05: HighAvailability Class B 06: Universality Class B Selfcustomization/individualization requirement Assessment 07: PortabilityClass B 08: adaptive Class A 09: Privacy Class B Owner requirementAssessment 10: cost Class C 11: Interchangeability Class A

Classification A B or C need to be addressed. D can be totally ignored.

The outputs from microprocessor 20 include control signals as shown bythe following blocks: block 41, effective to disable the telephone orother telematics from making outgoing calls; block 42, effective todisable the telephone or other telematics from receiving incoming callsand from actuating the ringing signal; block 43, effective to disablethe computer, if provided, from accessing the Internet to make orreceive e-mail, faxes, etc. or to disable any other signal to beotherwise communicated to the driver; block 44, effective to actuate avisual indicator viewable by the driver; and block 45, effective toactuate an audible alarm.

These blocks are representative of a wide range of outputs that may beutilized. For example, while block 41 is nominally listed as disablingoutgoing telephone calls, the system may disable (via output 41 or someother output) all communications or input devices to prevent the driverfrom inputting or initiating activities or communications from them. Inaddition to disabling incoming telephone calls, output 42 or some otheroutput can disable the output of any or all input/output devices toprevent communication to the driver of the particular output signalsfrom these devices. Hence, the system may disable or suppress the outputalarms or signals of a computer, PDA, pager, navigation system, andvehicle alarms or fault indicators (e.g. low fuel level, low washerfluid level, open door, unfastened seat belt indicators, etc). Theoutputs 44, 45 nominally set forth as actuating visual or audiblealarms, can also be used to actuate one or more mechanisms within thevehicle. For example, without limitation, the outputs 44, 45 or otheroutput(s) may be operable to move one or more rear view mirrors on thevehicle under certain conditions to change the field of view of themirrors and aid the driver in maneuvering the vehicle, such as during alane change at vehicle speed.

Outputs 44 and 45 can activate visual and/or audible alarms to draw thedriver's attention to desired locations in the vehicle. This may beuseful, for example, to draw the driver's attention to the rear-viewmirror within the vehicle when a vehicle behind the driver's vehicle issensed as being too close to the driver's vehicle for the relativespeeds of the vehicles. Here, flashing a light or activating some othervisible or audible alarm causing the driver to look in the rear-viewmirror can aid the driver in avoiding a potential rear-end collision.Similar lights or alarms can be activated on or adjacent to the outsiderear-view mirrors to draw the driver's attention to a particular side ofthe car. In this latter example, activation of a turn-signal indicatingthe driver is going to turn in one direction or switch lanes in thatdirection, may cause a visual alarm to be activated if a vehicle issensed in sufficiently close proximity to the driver's vehicle in thegenerally intended direction of travel. In this scenario, the outsiderear-view mirror may also be moved automatically by the system to changethe field of vision the driver has through that mirror and therebylocate any vehicles in the “blind spot” of that mirror prior to itsadjustment.

Additionally, the visual, audible, tactile or other alarms may beactivated to increase the driver's attention and/or alertness duringcertain situations. A drowsy driver may be aroused or have his roadalertness increased by flashing or otherwise illuminated or activated(e.g. audible or tactile) alarms. One widely available audible alarmincludes the vehicle radio wherein the system can change the volume ofthe radio to arouse a drowsy driver. A driver engaged in a lengthytelephone conversation, or a lengthy internet usage session, or otherlengthy communication session, may become overly focused on thecommunication and less focused on driving. In such situations, at leastsome people become focused straight forward, and lack awareness of theperipheral environment, exhibiting so-called “tunnel vision.” Activatingvisual or audible alarms can cause the driver to look away from straightahead and thereby increase the driver's awareness of the surroundingenvironment. The output signals may interrupt or override conflictingsignals (e.g. audible signals may override the radio) unless theconflicting signals are safety related, or doing so is likely toincrease driver distraction. The output signals are preferably adjustedautomatically to overcome existing environmental conditions. Forexample, audible output signals may be louder if the noise leveldetected within the vehicle is high (e.g. wind noise from a windowrolled down), and visual signals may be adjusted in intensity to betteraccommodate night or daytime viewing.

Operation

FIG. 4 is a flowchart illustrating an example of the operation of thesystem of FIGS. 1-3.

Thus, as shown in FIG. 4, the control system is made operational whenthe vehicle is in motion (blocks 50, 51). When the vehicle is in motion,a microprocessor 20 outputs signals 41, 42 and 43 (FIG. 3) disabling thevehicle telephone, computer, etc. within the vehicle (block 53), andalso signal 44 actuating a visual indicator within the vehicle toindicate this condition (block 54).

If, on the other hand, both hands of the driver are properly sensed onthe steering wheel 4 so as to actuate the two sensors S1, S2, one orboth of the sensors is used to sense a physiological condition of thedriver that might indicate a stress condition (block 55). For example,such a stress condition could be indicated by an unduly high grippingforce applied by one or both of the hands of the driver to the steeringwheel, or by an unduly high pulse rate of the driver or skinconductivity of the driver indicating a high degree of perspiration. Ifsuch a stress condition is indicated as being present, the telephone,computer, vehicle alarm or signal, etc. are also disabled (block 53),and a visual indicator activated (block 54) to indicate this condition.

Next, the system checks to determine the condition of the vehicle, e.g.whether the vehicle: is traveling in reverse, as indicated by sensor S6(block 56); is being braked, as indicated by sensor S5 (block 57); istraveling at or over a predetermined high velocity or high acceleration,as indicated by sensor S6 (block 58); is executing a curve or turn, asindicated by steering mechanism sensor S3 (block 59); is about toexecute a turn, as indicated by turn indicator sensor S11 (block 60); oris traveling in the dark or in the rain, as indicated by sensor S9 orsensor S10 (block 61). If any of these conditions is sensed, thetelephone and the Internet access by the computer are also disabled(block 53), and a visual indicator is actuated to indicate thiscondition (block 54).

As further shown in FIG. 4, if while the vehicle is in motion no changein steering direction has been sensed within a predetermined timeinterval (block 62), an audible, visual or other alarm or vibrator isalso activated (block 63) to alert the driver to a possible drowsinessor dozing condition. Other alarms to overcome driver drowsiness wouldinclude vibration in the seat, changing HVAC temperature settings and/orblower speed to extremes, etc.

If desired, a manual override switch can be provided to enable thedriver to manually override any of these controls, preferably except forthe control of block 52 assuring that both hands of the driver areproperly received on the steering wheel.

Setup Scenario:

Driver set up a portable Telematic device such as a cell phone,blackberry, PDA, etc. with driver preferences:

(1) Control preferences, e.g. Hands always Vs Hands on for Telematicsonly, and/or both hands required on sensors S1, S2 for duration oftelematics usage, or both hands needed to initiate telematics, and onlyone hand required on one of S1 and S2 to continue use of telematics,

(2) Annoyance items: Baby crying, Dog barking, smokers in car etc.

(3) Telematics option: Preferred application to use, preferred prioritysystem etc.

(4) Emergency and identifying information.

(5) A driver enters a vehicle.

a. docks all electronic communication equipment, e.g. pager, cell phone,PDA, etc., to the control system wirelessly or physically, thusidentifies him/herself to the vehicle.

b. System mutes all Telematics but keeps them active.

c. Driver initiates his/her trip.

Scenario One (Driver Initiated)

The driver wants to make a call, review pages, read e-mail, connect tothe Internet, use navigation system, etc. (1) The driver will activatethe safety switches by placing both hands on the designated areas of thesteering wheel and then, after the system acknowledges safety switchactivation by providing the driver with a beep or voice or visualfeedback, the driver with his/her hand on the actuated safety switchwill toggle through options with the toggle switch until he gets to aselection that is needed, then using the toggle switch will confirmselection and proceed with the desired action. This could be multiplelayers of options and applications, and can be accomplished with one orboth of the toggle switches as desired by the driver. The toggleswitches preferably can be activated with the thumbs of the driverpermitting the hands to remain on the steering wheel. The actuation ofthe toggle switches can be simplified by a common scheme known as thumbgesture interpretation where a thumbs up (usually indicated by moving aswitch upwardly with the thumb or moving the thumb upwardly relative toa switch or sensor) means yes and a thumbs down (usually indicated bymoving a switch downwardly with the thumb or moving the thumb downwardlyrelative to a switch or sensor) means no, such as pushing one or both ofthe toggle switches upwardly to accept a setting or available option,and pushing one or both toggle switches downwardly to reject a settingor available option. The options can be provided on a HUD or via voice.Even if devices can be activated by voice control, they still need tohave the safety switch or switches depressed to ensure driver intentionand not an erroneous sound from the radio or a passenger or amalfunction of devices.

During this time the driver's hands must remain at the 10 and 2 position(also called 10:10). The driver must maintain the steering wheel withina specific angle which is calculated based on the following inputs: (1)weather condition, (2) speed of vehicle, (3) proximity of vehicle toothers (front/back), feedback from ABS, ESP, traction control, etc. Thisangle (for example) is about 30 degrees either side of zero if the speedis 40 mph, but it is less when the speed is higher and more when thespeed is lower. The driver will also be allowed to temporarily take hishands off the 10:10 position to, for example, make a sharp turn but willhave to put them back at 10:10 to continue the previous activity. Thisamount of time is again dependent on speed, weather, vehicle proximityto others and feedback from ABS, ESP and traction control. In additionto use of a telephone or other telematic device, the switches on thesteering member 3 can also be used to control the radio, CD player,cruise control, and environmental settings in the vehicle such as theinterior temperature, and blower and heat/AC settings. The switches canbe further used to initiate an emergency phone call. In oneimplementation, an emergency phone call (e.g. dialing 911) can be placedby pushing both toggle buttons in one direction, such as upwardly, andholding them for a period of time. The emergency phone call may activatethe phone, or may automatically send by e-mail, voice data or othermethod information relating to the vehicle position, any airbagdeployment, fire or smoke in the vehicle, number of passengers, presenceof dogs or other notable things, recent vehicle operationalcharacteristics, and the like. A call to another phone number can beplaced by pressing both toggle switches in the other direction andholding them for a desired time.

Scenario Two (Incoming)

Incoming information will be customized by the driver, in accordancewith Table A, to select what he/she wants to receive and in whatpriority. Once incoming information is detected by the system, thesystem will go through a checklist to verify feedback from steeringabout position and about speed and ABS and ESP and traction control andweather condition. When all conditions are met, the system will announcethe incoming information to the driver who will have to press the safetycontrol switch and accept the communication by holding the togglebuttons momentarily up. While using the toggle switch to accept theincoming information, the remainder of the controls will be as peroutgoing, including hands at 10:10.

It will thus be seen that the illustrated system is effective to disablethe operation of the telephone, telematic, or other input/output device(and/or access to the Internet by a computer) within the vehicle whenany of the above-described conditions is sensed, to thereby avoid adistraction which may cause accidents. The fact that both hands of thedriver must be present on the steering wheel in order to enable theoperation of the telephone (and/or computer, telematic or other devices)not only requires that the vehicle must be equipped with a “hands free”capability, but that the driver must actually use this “hands free”capability created by the system gateway in order to make or receivetelephone calls or other telematics activities. In addition, othersensors could also be provided to disable a vehicle telephone or amulti-function telematics system or Internet access provided by avehicle computer in response to other conditions, such as the detectionwithin the vehicle of the sounds of an emergency siren in an approachingvehicle, a child crying within the vehicle, the driver handling of adrink or food item from a monitored cup holder or a monitored food tray,or the activities such as modifying the cabin temperature, changing thevolume on the radio, extending the sun visor etc.

The monitoring of all such signals, sensors, data and conditions is doneby a modular dynamic plug and play state machine that integrates,prioritizes, enables, blocks or mutes telematics application andtelematics functionalities based on priorities determined by learningfrequency and characteristics of use or by driver preset preferences.

Such machine may be a hardware based, a software embedded in a dedicatedhardware or a software/protocol embedded in one or more telematicequipment and it may act as a node on a network of telematic equipmentand the vehicle bus, or as a hub for all telematics and a gateway to thevehicle, or any combination of the above.

The state machine can allow driver to set their preferences on aportable telematics device such as a cellular phone, or a WAN, Web siteor via a FTP and e-mail. Such set up can be transferred to the vehiclein use when the driver docks the cell phone or other portable telematicsdevices to the system gateway. The downloaded profile will be updatedwith driving skills, driver habits and geographical/time/date basednotes added by the driver while driving. The updated profile will beuploaded back to the source when the vehicle comes to a final stop, orongoing as driving is being carried out. Such data may be direct valuesand status or a statistical representation of a driving experience.Therefore, the driver profile, preferences, history and other relevantdata can be transferred to other vehicles by subsequent use of thesource within another vehicle. In this manner, the driver's informationcan be coupled with data particular to the subsequently used vehicle tocreate another matrix of condition and factor parameters monitored andcontrolled in use of the vehicle. The information may be stored in anysuitable form on any suitable device including on a telematic device(e.g. telephone, PDA, computer, and the like), on a disc, CD, magneticdrive or the like, on a portable digital storage device like those usedwith digital devices (e.g. compactflash cards, memory sticks, flashdrives and the like). The information may also be transmitted to anothersource, for example, to an internet web space from where it can be lateraccessed and used as needed. Vehicle data or information may also bestored either on or in the same source as the driver information, orseparately. The vehicle data may stay within the vehicle, or may betransmitted to another location. For example, certain vehicle data maybe sent to the vehicle manufacturer or other source to provideinformation on the performance of the vehicle, consumer use habits,service history, and the like. It should be easy to control access toinformation stored or generated by the system without the need for asecond party. Also, no real time data access is possible to second partywithout explicit/implicit authorization or high level of sophisticatedtechnology. This protects a drivers profile and other information,including at least the emergency contact information and the like.

The preferences included by the driver will range from telematicsmanagement options, e.g. preset priorities or automatic based onlearning by frequency of use, tags of time, location and physiology.Preset priorities will allow a driver to assign sequence of access totelematics and telematics functionalities or to block certain activitiesbased on time of day or source of telematics or geography at will.Automatic based learning condition, on the other hand, for example, ifthe driver physiology shows stress during a telephone conversation witha certain number, such number will be tagged and will be treated as asource of high risk and will be blocked during unusually riskyconditions so a driver does not engage in additional cognitive hungryactivities. Additionally, if a driver uses telematics device A moreoften the C which is used more often then B, the access to such deviceswill be based on the mostly used first. In this case, A is followed by Cand C is followed by B. Similar frequency based access priorities areapplied to function of such telematics and also prioritized based ontime, geography etc.

Other preferences set by the driver can include emergency contacts,medical record summary or identification, etc. to be used along withtelemetry data when automatically reporting an accident via text tospeech and via e-mail. This will help emergency dispatch understand andprepare the correct type of help needed, e.g. number of passengers, firein cabin, impact speed, driver physiology and the driving telemetrybefore and during the impact. The trigger for an accident occurredreporting is preferably by one or more of the following signals:Distance and/or time from speed to zero is smaller than expected (takinginto account weather, service monitor, vehicle capabilities, etc.),G-force too high for normal maneuvers, staling after hard breaking,airbag deployment, rollover indication, fire/smoke detected in vehicle.

The decisions to block, enable etc are accomplished by algorithms thatshare the hosts of signals provided to monitor for specific conditionsthat are encountered. These algorithms also update the driver profile toinclude skills and habits for further relaxing or restrictingtelematics. For example, a driver that drives frequently on expresswaysand in close proximity to other vehicles will be allowed more leewaythen a person that hardly drives on the expressway. Similar monitoringoccurs for nighttime driving, adverse weather driving and so on.

In one preferred implementation, as shown in FIG. 5, the system monitorsand analyzes a plurality of factors that can affect the safe travel ofthe vehicle, either alone or in combination with one or more otherfactors. Such factors relate generally to the vehicle, the driver, andthe environment. The driver has various communication factors,physiological factors, and preferences/habits, skills and historicalfactors. The vehicle has instantaneous operational factors, and base andhistorical factors both associated and independent of a driver. Theenvironment includes the interior vehicle environment, the exteriorenvironment, geographic location, and regulatory factors.

Representative examples of driver communications factors include signalsand information communicated to the driver such as vehicle warningindicators like low windshield washer fluid, low battery voltage, enginetemperature, oil pressure, seat belt usage monitors, and the like. Andfurther examples include input and output features of various devicescommunicated with the driver such as telephones, pagers, FDA's,computers, fax machines, GPS devices, navigation systems and displays,radios, CD players, CB's, video monitors, and other telematic orinformational devices. These devices can be termed communicationsdevices since they permit or provide one-way or two-way communicationwith a driver of some information or signal. The devices can also beconsidered input/output devices since some permit or accept driver inputand some permit or provide output to the driver. The term input/outputdevices is not intended to limit application to only devices having bothan input and an output, any device permitting or providing either aninput or an output, or both, may be used.

Representative examples of driver physiological factors have alreadybeen set forth, and include skin conductivity, pulse rate, bloodpressure, blood oxygen level, grip pressure, alcohol sensed on driver'sbreath body temperature and the like. Other examples of driverphysiological factors include driver seat position, seat belt usage,seat belt position (used in part to determine if driver is fully seatedor leaning forward, etc), and driver position within the seat, driverseat reclining position and the steering member position such astilt/telescoping adjustment. Drivers also have base and/or historicalfactors such as driver experience indicators (e.g. normal drivingpatterns, preferences, skill level, relevant training and safetyrecord).

Representative examples of factors relating to the vehicle and itsoperation include whether the vehicle is in reverse, in park,accelerating, decelerating, traveling at high speed, negotiating a turn,swerving, making an extended length turn, turning at relatively highvelocity, traveling without direction correction (one possibleindication of a drowsy driver as noted previously), whether there isfire or smoke in the vehicle, and whether the engine has stalled (as maybe indicated by movement of the vehicle without continuing engineoperation), tire pressure, whether the vehicle has rolled-over or beeninverted, is climbing or descending a hill, if the airbags havedeployed, and if the ABS, traction control, or stability systems havebeen activated. Base or historical vehicle factors include whether thevehicle has driver assistance systems like ABS, adaptive cruise control,traction control, ESP/stability or other electronic steering assist,four-wheel drive, all-wheel drive and the like, as well as historicaldata indicative of service condition, tire wear, brake wear, andhabits/skills of the driver within said vehicle, driving application(e.g. recognizing difference in usage between a family sedan and apolice cruiser), minimum braking distance, maintenance history.

Representative examples of environmental factors include exteriorconditions such as weather (rain, snow, bright sunshine, etc), time ofday (e.g. night or day), road conditions (e.g. wet, icy, etc), proximityto other vehicles, proximity to known obstacles, and the like.

Further representative examples of environmental factors preferably alsoinclude interior conditions such as loud noises like a crying baby orbarking dog, and the presence of cigarette smoke in the vehicle whichcan be an irritant to at least some drivers.

Representative examples of regulatory factors include speed limits,traffic signals, and specified rules for certain roads and the like.

The factors are monitored and compared to set or determined thresholdsto determine the level of driver attention required to safely controlthe vehicle. The system controls all machine to man communications (e.g.phone, vehicle alarms/indicators, computer, PDA, etc) to and from thedriver as a function of the monitored factors that provide an indicationof the level of attention required by the driver to safely operate andcontrol the vehicle. Conditions and factors that require a higher levelof driver attention cause the system to permit less or no communicationto and from the driver. This reduces driver distraction and frees thedriver's senses so that they may be employed to ensure safe vehicleoperation. The factors and conditions are assessed, rated and/orcompared to threshold values. A single factor over a threshold value maybe sufficient to cause the system to restrict, suppress or disablecommunications to and from the driver. Also, several factors, even if nosingle factor is over its threshold value, can cause the system torestrict communications to and from the driver. In other words, therelative severity of a combination of individual conditions encounteredby the driver can cause an aggregate value over a threshold whereinfurther driver distraction is not desirable, so the system preventscommunications to and from the driver in such situations. For example,the presence of water on the driving surface may not by itself be enoughto cause the computer to restrict communications to and from the driver,but wet roads in combination with another condition like unusual driverphysiological symptoms indicating increased driver stress, may be enoughto cause the system to restrict or prevent communications with thedriver. In this manner, the factors and conditions signals can beconsidered to be rated or valued with the ratings and values weightedand combined, or otherwise statistically rendered to provide an overallassessment of the driving conditions. Further, certain of the factorscan be made dependent on other factors. For example, without limitation,the presence of water or ice on the road may be used to alter thethreshold value or level relating to proximity to other vehicles sincean increased stopping distance may be required when driving in such roadconditions. Such diminished road conditions can also lower theacceptable speed or acceleration parameters.

Certain of the thresholds may be set or predetermined prior toinstallation of the system, and other thresholds may be learned ordetermined through use of the system in accordance with driverexperience, history, preferences, as well as vehicle features,information and history. For example, one vehicle may be able to stopfaster than another, so the threshold for the proximity to othervehicles can be different between the vehicles as the one vehicle cantravel closer to other vehicles and safely stop in an emergency.Likewise, a driver that frequently travels on expressways at relativelyhigh speeds in relatively close proximity to other vehicles may bepermitted more leeway for communications in such conditions than adriver that rarely or never travels in that manner. Likewise, a driverthat frequents a certain geographic region may be given more leeway forcommunications in that region than a driver outside of his normaldriving region since that driver may be distracted trying to navigate inunknown regions. Likewise, drivers in vehicles with ABS, or otheradvanced safety features may be permitted greater leeway incommunications that drivers in vehicles without such features insituations and conditions where these features improve the vehicleresponse and safety. Accordingly, the thresholds for individual drivingfactors and conditions, or combinations of factors and conditions, canbe customized based on the driver and the vehicle. If desired, thedriver profile can be continually updated based on feedback obtained asto the driver's driving habits, and such profile updates can be madebased on real-time data, or statistical analysis.

Additionally, the various communications or inputs/outputs to and fromthe devices in the vehicle may detract differently from the driver'sattention and ability to safely control the vehicle. Making a phone callmay involve searching a database of names and phone numbers, dialingnumbers, using voice activation or other tasks, and may be more driverintensive than answering a phone call of being alerted of a vehiclefault (like low washer fluid, low fuel level, etc). The level of driverinvolvement and/or potential distraction from the various communicationsdevices, both when initiated by the driver and when communicated to thedriver (where appropriate), is another factor that can be assessed todetermine the level and timing of any restriction of the drivercommunications. So under at least some conditions certain communicationsto and from the driver may be restricted or suppressed while others arepermitted.

When the assessed risk to the driver and other vehicles and things, isborderline (i.e. higher than normal risk, but not severe), the systemmay provide recommendations to the driver as to how to overcome anycommunications restriction, if doing so will not cause undue driverdistraction. For example, without limitation, if the vehicle istraveling too fast to safely receive an incoming or make an outgoingtelephone call, the system may inform the driver (either audibly orvisually) to slow down to enable the telephone. Hence, the driver ispermitted access to the communications if corrective action is taken(avoiding swerving, slowing down, driving within speed limit, increasingdistance between adjacent vehicles, etc). Similarly, a time-delay may beinitiated after certain conditions are sensed, like unusually rapidbraking, or swerving, or the like to prevent immediate inputs to oroutputs from the device as soon as the vehicle and driver factors arewithin allowable limits. This time-delay permits the driver to regaincomposure and assess the current situation prior to use of orinterruption from the various input/output devices.

The system preferably permits significant customization by the driver.The driver can preferably select the type of feedback provided by thesystem (audible, visual, tactile, etc), and when the feedback isprovided (e.g. not during telephone calls, etc). The driver can alsopreferably customize the voice used in any voice feedback, or the tones,tactile response, or visual display, if any. This customization helps toreduce distraction or annoyance caused to the driver by the systemfeedback, and thereby helps to maintain driver concentration andawareness of the vehicle and the environment.

The system preferably also provides a cross-check of at least somesensed conditions, such as vehicle operational conditions, to ensurethat individually but related conditions are in agreement. For example,the system may compare sensed RPM or engine rotational speed with thethrottle or velocity sensor and transmission sensor to ensure the sensedvehicle operating characteristics are all in agreement. If they are not,it could indicate a vehicle fault (e.g. slippage of the transmission orthe tires on the road) and the system applies a more stringentrestriction of the input/output devices as appropriate. The controlsystem can be disabled by the user, but preferably, to do so requiresthe user to activate some signal viewable by others that indicates thevehicle is operating out of normal constraints. One readily availablemechanism that satisfies the above is the emergency or hazard lightsprovided on most vehicles and operable to cause several exterior lightsto repeatedly flash indicating vehicle distress. Accordingly, in someimplementations, the control system may be overridden by activating thevehicle emergency lights.

The system preferably includes a learning mode wherein certain routineor unusual events, conditions, locations, phone numbers and the like arestored for later access. In the learning mode the microprocessor orother controller may accept an input from a driver to store an addressof a particular location, or may inquire if the driver wants the addressstored wherein the driver may respond no or yes by activating the toggleswitches on the steering member. The address can be stored as a functionof its geographic location (latitude/longitude) for later access to, forexample, facilitate finding that location at a later date, perhaps withthe assistance of a navigation system. The learning mode could also beused to call out other features the driver may want to be reminded orwarned of in the future, such as school zones, railroad crossings,changing speed limits, etc. The system could prompt or notify the driverwhen the vehicle is approaching such stored features as a function ofthe vehicle heading and geographic location. The learning mode providesincreased customization ability to the driver, and can help build thedriver's profile/driving habits and characteristics. The learning modecan be activated and deactivated by the driver, and may be preset forautomatic use upon initial use of the system and for a certain timethereafter, subject to the ability of the driver to manually overridesuch setting.

The system preferably also has a training mode wherein the systemprovides increased assistance to a driver to familiarize the driver withusage and various characteristics and features of the system. Intraining mode, the system may assist driver selection of applications byinstructing or notifying the driver of the manner by which applicationscan be selected, as well as choices within an application. Training modemay also provide increased feedback of the reasons for suppression ofany input/output device, and perhaps, ways to avoid such suppression(reduce vehicle speed, avoid harsh accelerations, etc). The trainingmode can be activated and deactivated by the driver, and may be presetfor automatic use upon initial use of the system and for a certain timethereafter, subject to the ability of the driver to manually overridesuch setting.

Predictive algorithms can be used to determine certain drivingconditions based on driver habits and history, as well as data fromresearch, or other drivers and the like. For example, the vehicle mayperform certain maneuvers prior to exiting from a freeway to anoff-ramp, or entering a freeway from an on-ramp. The vehicle maydecelerate and gradually turn onto an off-ramp, and then furtherdecelerate and negotiate a sharp turn on the off-ramp, or preform someother maneuvers from which the system can predict that the driver isexiting a freeway. From this prediction, the system may increase therestriction of telematics or other communications with the driver.Similar predictive behaviors or maneuvers may be detected for entering afreeway, and the system may likewise increase restrictions ofcommunications.

Therefore, in at least one presently preferred embodiment of the safetycontrol system for vehicles, the system includes a communication devicehaving at least one of an input accessible from within the vehicle andan output communicated within the vehicle, at least one sensor operableto sense at least one condition related to vehicle operation, and acontroller communicated with the sensor and the communication device toselectively suppress at least one of said input and said output inresponse to a sensed parameter of said at least one condition beingoutside of a threshold. The communication device can be at least any ofthose previously mentioned herein, for example without limitation, atelephone, PDA, computer, vehicle alarm or indicator, navigation system,DVD player/recorder, CD player/recorder, and other electronic and/ortelematic or other input/output devices accessible by the driver, and/orproviding information or some communication to the driver. The sensorscan also be at least any of those previously mentioned herein, forexample without limitation, the physiological sensors, safety switches,toggle switches, vehicle operational sensors (e.g. steering,acceleration, deceleration, etc). And the controller can be at least anyof those previously mentioned, for example without limitation, a standalone unit with built-in microprocessor, an existing vehicle processoror control unit, and the like, and can be arranged to communicate withthe driver and/or other devices as set forth herein.

While it will be appreciated, therefore, that while the invention hasbeen described with respect to one preferred embodiment, many othervariations, modifications and applications of the invention may be made.For example, without limitation, while the preferred embodiment requiresthe driver to maintain both hands on the steering wheel to initiate,receive and maintain communications or system access, other schemes maybe used. For example, the system may require presence of two hands onthe steering wheel to initially activate the system, and perhaps provideinitial input (e.g. to place a telephone call and the like), but aftersuch activation or initial input, the system may permit one hand to beremoved from the steering wheel. This would facilitate, among otherthings, shifting a manual transmission. Shifting a manual transmissioncan be accommodated in the scheme requiring both hands on the steeringwheel by permitting one hand to leave the steering wheel when the clutchis sensed as being activated to shift gears. Of course, othermodifications, substitutions and applications can be accomplished inview of this disclosure.

1. A safety system for driving to assess driver physiological statuswith at least one vehicle sensor capturing at least one driver vehicleactivity, the safety system comprising: a controller in communicationwith the sensor in real time, the sensor configured to senseinformation; a memory medium in communication with the controller forstoring and retrieving the information from the sensor; a historicaldata previously collected about driver driving profile and stored in thememory and having a threshold limit; and a communication device managedby the controller to communicate driver analyzed status, wherein atleast one algorithm analyzes the information from the sensor in realtime and asses the information based on the threshold limit to determinewhether an instantaneous vehicle dynamic condition of the vehicle fallsoutside of the threshold limit and activates the communication device toindicate a threshold status is out of the threshold limit.
 2. The safetysystem of claim 1 wherein the sensor senses vehicle direction changes bydetecting at least one of steering wheel angle or body roll, and the atleast one algorithm determines at least one of a frequency with which,and a proportion of overall steering direction changes during which, theinstantaneous detection of lack of direction changes is outside thethreshold limit, and signals the controller to communicate an indicationof driver fatigue.
 3. The safety system of claim 1 wherein the sensorsenses vehicle direction changes by detecting at least one of steeringwheel angle or body roll and the at least one algorithm determines atleast one of a magnitude with which, and a proportion of overallsteering direction changes during which, the instantaneous directionchanges or steering over correction is outside the threshold limit, andsignals the controller to communicate an indication of driverdistraction.
 4. The safety system of claim 1 wherein the sensor is atire pressure monitor and the information is tire pressure.
 5. Thesafety system of claim 1 further comprising a maintenance monitor and alack of maintenance relating to vehicle dynamic being outside of thethreshold is used in assessing whether the instantaneous vehicle dynamiccondition of the vehicle falls outside of the threshold limit.
 6. Thesafety system of claim 1 further comprising an outside vehicleenvironment monitor and at least one temperature, rain, snow, ice,relating to outside vehicle environment is used in assessing whether theinstantaneous vehicle dynamic condition of the vehicle falls outside ofthe threshold limit.
 7. The safety system of claim 1 further comprisinga traction control monitor and at least one traction control signal isused in assessing whether the instantaneous vehicle dynamic condition ofthe vehicle falls outside of the threshold limit.
 8. The safety systemof claim 1 further comprising a vehicle speed monitor and a vehiclespeed is used in assessing whether the instantaneous vehicle dynamiccondition of the vehicle falls outside of the threshold limit.
 9. Thesafety system of claim 1 further comprising an electronic stabilitymonitor and a vehicle electronic stability signal is used in assessingwhether the instantaneous vehicle dynamic condition of the vehicle fallsoutside of the threshold limit.
 10. The safety system of claim 1 furthercomprising a vehicle load monitor and a vehicle load change signal isused in assessing whether the instantaneous vehicle dynamic condition ofthe vehicle falls outside of the threshold limit.
 11. The safety systemof claim 1 wherein the driver driving profile in the system memory istransportable to other vehicles via portable memory medium or shared viaLAN, WAN or Internet server to other vehicles driven by the driver. 12.The safety system of claim 1 wherein the communication devicecommunicates driver status at least in one of Data, Verbal, Audible,Visual or Tactile output inside the vehicle or to a remote locationwirelessly via LAN, WAN or Internet.
 13. A safety system for driving toassess driver physiological status with at least one sensor capturing atleast one driver steering activity, the safety system comprising: aportable telematic controller with built in sensor attached to thesteering wheel of the vehicle; a memory medium built in with theportable controller for storing and retrieving information from thesensor; a historical data previously collected about driver steeringprofile and stored in the memory and comprising at least one historicalthreshold; a communication device managed by the controller tocommunicate driver analyzed status; and an at least one application toanalyze received information from the sensor in real time and assess theinformation based on the historical threshold to determine whether aninstantaneous steering dynamic of the vehicle falls outside of thehistorical threshold and activates the communication device to indicatethreshold status is out of the historical threshold.
 14. A safety systemfor vehicles to detect changes in vehicle safety due to driverphysiological condition while operating the vehicle, the safety systemcomprising: at least one sensor to detect at least one driverphysiological condition; a controller in communication with the sensorin real time; a memory medium in communication with the controller forstoring and retrieving information from the sensor; a historical datapreviously collected about driver health conditions and stored in thememory and that includes at least one driver normal threshold; acommunication device managed by the controller to communicate driveranalyzed status; and at least one algorithm analyzing the receivedinformation from the sensor in real time and assessing the informationbased on the driver normal threshold to determine whether aninstantaneous driver physical condition falls outside of a driver normalthreshold and activating the communication device to issue at least onesignal to a vehicle controller to effect one vehicle operation to reducethe risk of an accident and sending an external signal detectable byother vehicles or a wireless signal delivered to an emergency servicewhen the instantaneous driver physical condition falls outside thedriver normal threshold.
 15. The safety system of claim 14 wherein theat least one sensor is disposed on the steering wheel and detects atleast one of heart rate, hand temperature, sweat, gripping strength, atleast one hand position, twisting action, pressing action, or alcoholdeposited by the dermal skin onto the sensor.
 16. The safety system ofclaim 14 wherein the sensor is a camera that can optically detectchanges in facial emission using at least one of a thermal, infrared orcolor camera, to sense a least one of change in body temperature,changes in flushed facial appearance, changes in breath color due toalcohol contents, or breathing frequency as a way to detect changes indriver physical conditions from the driver normal threshold.